WO2005024220A1 - Systeme de canal d'aspiration d'air pour moteur a combustion interne - Google Patents

Systeme de canal d'aspiration d'air pour moteur a combustion interne Download PDF

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Publication number
WO2005024220A1
WO2005024220A1 PCT/EP2004/009713 EP2004009713W WO2005024220A1 WO 2005024220 A1 WO2005024220 A1 WO 2005024220A1 EP 2004009713 W EP2004009713 W EP 2004009713W WO 2005024220 A1 WO2005024220 A1 WO 2005024220A1
Authority
WO
WIPO (PCT)
Prior art keywords
air intake
intake duct
exhaust gas
duct system
channel
Prior art date
Application number
PCT/EP2004/009713
Other languages
German (de)
English (en)
Inventor
Hans-Ulrich Kühnel
Michael Sanders
Armin Schürfeld
Dieter Thönnessen
Original Assignee
Pierburg Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Pierburg Gmbh filed Critical Pierburg Gmbh
Priority to US10/595,147 priority Critical patent/US7207324B2/en
Priority to DE502004011561T priority patent/DE502004011561D1/de
Priority to AT04764678T priority patent/ATE478256T1/de
Priority to EP04764678A priority patent/EP1660771B1/fr
Priority to JP2006525095A priority patent/JP4448850B2/ja
Publication of WO2005024220A1 publication Critical patent/WO2005024220A1/fr
Priority to US11/595,147 priority patent/US7424914B2/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/109—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps having two or more flaps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
    • F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
    • F02B31/085—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets having two inlet valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/52—Systems for actuating EGR valves
    • F02M26/53—Systems for actuating EGR valves using electric actuators, e.g. solenoids
    • F02M26/54—Rotary actuators, e.g. step motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
    • F02M35/10222—Exhaust gas recirculation [EGR]; Positive crankcase ventilation [PCV]; Additional air admission, lubricant or fuel vapour admission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F02M35/112—Intake manifolds for engines with cylinders all in one line
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/52—Systems for actuating EGR valves
    • F02M26/53—Systems for actuating EGR valves using electric actuators, e.g. solenoids
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to an air intake duct system for an internal combustion engine.
  • Air intake duct systems for internal combustion engines, exhaust gas recirculation valves, exhaust gas coolers, exhaust gas introduction devices and throttle valves and their function are generally known and are described in a large number of applications. In recent years, attempts have been made to better coordinate the individual parts of an entire intake system and exhaust gas recirculation system and to provide complete units from a single source in the smallest possible space.
  • the intake manifold is connected to an exhaust gas cooler, an exhaust gas introduction device, an exhaust gas recirculation valve and a throttle valve via a distributor plate, so that a compact unit is produced.
  • the intake manifold In the manufacture of such an air intake duct system, however, all individual parts must continue to be connected to one another via flanges and each individual part must be manufactured with an independent housing.
  • Both the exhaust gas recirculation valve has a channel-forming housing and the throttle valve device has a channel-forming throttle valve connector, which is only connected to the distributor plate of the system. Accordingly, this air intake duct system has a relatively high weight and many assembly steps are required to connect the individual parts.
  • an air intake duct system in which an exhaust gas cooler is integrated in the exhaust gas recirculation duct, which is made in one piece with the intake manifold housing.
  • an air intake duct system which has preassembled, coordinated units which can be integrated into one another. Furthermore, assembly and manufacturing steps are to be saved in comparison to known air intake duct systems and a further cost reduction and a weight reduction are to be achieved. An integration of further components for the reduction of pollutants and fuel consumption is to be realized.
  • the air intake duct system should be designed so that the add-on parts can be used for different engines, so that manufacturing and development costs can be reduced due to a modular structure.
  • the air intake duct system has a housing with an upper shell and a lower shell which, when connected to one another, form a collective inlet duct and individual air inlet ducts leading to cylinders of the internal combustion engine, the air intake duct system comprising an exhaust gas recirculation valve, an exhaust gas recirculation duct, an exhaust gas cooler and an exhaust gas introduction device , via which exhaust gas can be introduced into the collective inlet duct of the air intake duct system and has a throttle valve, via which the amount of air drawn in can be regulated, which are fixedly connected to the air intake duct system, the exhaust gas recirculation duct being produced essentially in one piece with a shell of the air intake duct system and the exhaust gas recirculation valve and the throttle valve are designed as plug-in valves which can be inserted into corresponding openings in the housing.
  • Such a system which integrates a large number of components, reduces the number of components and the total weight of the air intake duct system, since no additional housings for the throttle valve or the exhaust gas recirculation valve have to be produced.
  • identical plug valves can be used for different internal combustion engines.
  • a further integration, in particular for reducing pollutants, is achieved in that the exhaust gas recirculation duct is divided in the flow direction by a partition into two parallel ducts which are open on one side in cross section to the flow direction, the first duct serving as a cooling duct and the second duct as a bypass duct, and that Housing of the exhaust gas recirculation channel has an opening into which a bypass flap, which is designed as a plug-in valve, can be inserted.
  • a bypass flap which is designed as a plug-in valve
  • the exhaust gas recirculation duct and the partition are formed in one piece with the upper shell of the air intake duct system and the openings for the corresponding plug-in valves are also arranged in the upper shell.
  • the upper shell of the air intake duct system thus forms the installation location for all of the attachment parts mentioned, which leads to simplified assembly.
  • the one-piece design of the exhaust gas recirculation duct, partition and top shell saves additional components and manufacturing steps.
  • the plug-in valves are preassembled with their actuating elements, which have corresponding connecting plugs, and an airtight connection to the housing can be established via connecting flanges of the valves after insertion into the openings.
  • This design underlines the modular structure of this air intake duct system, in which the valves with their control elements can be completely pre-assembled and only then inserted into the housing and connected to it.
  • the exhaust gas cooler has a heat transfer unit and a cover part, the heat transfer unit being arranged in the cooling channel, a flange plate which closes at least the open side of the cooling channel and has a coolant channel through which coolant flows and which is open on one side in cross section to the flow direction is formed, and wherein the cover part closes the coolant channel and has a coolant inlet port and a coolant outlet port and the flange plate or the cover part simultaneously closes the open side of the bypass channel.
  • This design ensures good accessibility when mounting the exhaust gas cooler and good heat transfer due to the location of the heat transfer unit in the cooling channel.
  • the heat transfer unit in one piece with shaped elements of a flow guiding body, which forms the exhaust gas introduction device with the housing of the collecting inlet duct, whereby the number of components is reduced again and an optimized introduction of the exhaust gas into the collecting inlet duct is ensured.
  • the bypass flap has its adjusting element, a drive shaft which can be actuated by the adjusting element, a flap body which is fixedly connected to the shaft, and the connecting flange which has a shoulder corresponding to the opening of the exhaust gas recirculation channel and engaging in this opening, this paragraph having two Has stops through which the end positions of the valve body are fixed.
  • Such a bypass flap can be checked separately before installation and can be equipped with a simple and inexpensive open / close control element due to the mechanically determined end positions.
  • charge movement flaps are arranged in the air intake ducts leading to the individual cylinders in the lower shell of the air intake duct system, as a result of which the charge movement of the intake air can be optimized, which leads to a higher EGR tolerance and improved combustion.
  • the charge movement flaps are flow-optimized and are arranged in such a way that the flow resistance is as low as possible.
  • the flaps can disappear, for example, in the corresponding walls of the air intake duct system in their open position, so that essentially the duct is extended by the flap in this state without problems.
  • the flap should be designed in such a way that a trouble-free extension takes place in the corresponding closed position of the flaps, so that less charge exchange losses occur in both positions.
  • a further improvement in the combustion in the cylinders is achieved in that the air intake ducts leading to the individual cylinders in the lower shell each have a partition wall in their end region as seen in the direction of flow, which divides each duct into two duct parts, at least one duct part by each of the Charge movement flaps is controllable.
  • the partition is in each case arranged in an insert so that the partition is divided into the two duct parts, the insert being at least positively inserted into the air intake ducts of the lower shell and its outer walls essentially on the inner walls of the air intake ducts apply, and the charge movement flaps are arranged in use.
  • inserts which can be made of plastic, for example, significantly simplify the manufacture of the lower shell, so that the partition can be made available with minimal manufacturing effort.
  • each insert has a bore through which an actuating shaft extends, on each of which one of the charge movement flaps is arranged, the actuating shafts each extending outwards through corresponding recesses in the lower shell, where they are each firmly connected to a gearwheel segment all gear segments are operatively connected to a shaft which is designed as a worm shaft, at least in the area of the gear segments, and which can be set in rotation by an adjusting device, so that the actuator drives all charge movement flaps synchronously via the worm shaft and the gear segments.
  • toothed segments actuated linearly by a toothed rack can also be used.
  • the adjustment via the worm shaft enables the charge movement flaps to be adjusted very precisely and at the same time offers a long service life for the actuating device. At the same time, the assembly effort is minimized and a synchronous adjustment of the flaps is ensured by the control with only one actuator.
  • the actuating shafts extend outwards into a channel open on one side, in which the gear segments, the worm shaft and possibly the actuating device are arranged, the channel open on one side being formed in the lower shell and closed by a cover, as a result of which entry occurs Contamination is prevented, so that the service life of the entire adjusting device is increased and errors can be largely excluded.
  • the partitions can be arranged horizontally so that the charge movement flaps serve as tumble flaps or alternatively can be arranged vertically so that each of the two channels corresponds to an inlet valve of the cylinder and the charge movement flaps serve as swirl flaps. Both versions lead to improved combustion.
  • the upper and lower shells and the heat transfer unit are made of die-cast, preferably die-cast aluminum, which results in a significant reduction in weight and a corrosion-resistant material with high thermal conductivity is made available.
  • the housing of the air intake duct system has an opening in which an air mass sensor is arranged, so that all of the necessary units can be offered together in a completely provided air intake system.
  • This air intake duct system is characterized by its significantly reduced weight compared to known designs, which results in reduced fuel consumption. In addition, an improved exhaust gas quality is achieved.
  • This integrated module also significantly reduces the scope of testing for the customer, since only one test of the entire module is necessary.
  • the cartridge valves can be used for various motors without further adaptation, which reduces manufacturing and development costs. Since the individual parts are optimally coordinated with each other, the assembly of the overall system is extremely simplified and costs are reduced.
  • Figure 1 shows an inventive air intake duct system in the assembled state in a perspective view.
  • FIG. 2 shows the air intake duct system according to the invention from FIG. 1 in the assembled state, the upper shell having been cut out with the exception of the area in which the throttle valve is arranged, in a perspective view.
  • Figure 3 shows the upper shell of the air intake duct system according to the invention in a perspective view.
  • Figure 4 shows an embodiment of a bypass flap for installation in the air intake duct system.
  • Figure 5 shows a perspective view of a lower shell of the air intake duct system from the direction of the later mounting side on the cylinder head.
  • Figure 6 shows an exhaust gas recirculation valve of the air intake duct system according to the invention in a perspective view.
  • Figure 7 shows a throttle valve of the air intake duct system according to the invention in a perspective view.
  • FIG. 8 shows a perspective view of a heat transfer unit of the air intake duct system according to the invention.
  • Figure 9 shows an arrangement of air movement flaps and their actuating device in their inserts
  • FIG. 10 shows a further view of the upper shell according to FIG. 3 in a perspective view.
  • the air intake duct system 1 has a two-part housing 2 consisting of an upper shell 3 and a lower shell 4, which z. B. welded using the friction stir welding process.
  • the upper shell 3 and the lower shell 4 form a collective inlet duct 5 and individual air inlet ducts 6 leading to the cylinders of an internal combustion engine, an air intake duct system 1 for a four-cylinder internal combustion engine with two inlet valves per cylinder being shown in the present exemplary embodiment, so that four air inlet ducts 6 are shown are.
  • the upper shell 3 shown in FIG. 3 is produced using the aluminum die casting process and, in addition to the channels 5, 6 partially formed therein, has an exhaust gas recirculation channel 7 which is open on one side in cross section to the direction of flow and which is produced in one piece with the upper shell 3, so that additional holders are omitted. which reduces the number of interfaces. Processing steps can also be saved.
  • the exhaust gas recirculation channel 7 is divided into two channels along its direction of flow by a partition 8, the first channel serving as the cooling channel 9 and the second channel as the bypass channel 10.
  • an exhaust gas cooler 11 is arranged in the cooling duct 9, which is shown in more detail in FIG.
  • the exhaust gas cooler 11 essentially consists of a heat transfer unit 12, in which a cooling liquid channel 13 is formed which is open on one side in cross section to the flow direction. The heat transfer takes place from this coolant channel 13 via a multiplicity of webs 14 which ensure a good heat transfer to the exhaust gas in the coolant channel 9.
  • the heat transfer unit 12 additionally has an upper flange plate 15, which closes the open side of the cooling duct 9 and the bypass duct 10 when used in the upper shell 3.
  • the heat transfer unit 12 is in turn attached to the upper shell 3 in the welding process.
  • a cover part 16 closes the open side of the coolant channel 13.
  • the cover part also has an inlet connection 17 and an outlet connection 18 for the coolant.
  • bypass flap 19 which is designed as a plug-in valve and can be inserted into a corresponding opening 20 in the upper shell 3 of the air intake duct system 1.
  • the position of the bypass flap 19 in the assembled state can be seen in FIG. 2.
  • the bypass flap 19 is also shown in FIG. 4. It consists of a flap body 21 which can be set in rotation via a drive shaft 22.
  • the drive shaft 22 is driven via an actuating element 23, which can either be designed as a simple open / close actuator or can also implement intermediate positions, so that a more precise regulation of the exhaust gas temperature would be possible.
  • a simple opener / deliverer is shown here, two stops 25, 26 being arranged on a shoulder 24, which is arranged in the opening 20 during assembly, which fix the respective end positions of the flap 21. Between the adjusting element 23 and the shoulder 24 there is a connecting flange 27 which comes to rest on the housing 2 of the upper shell 3 and via which the bypass flap 19 is fastened to the upper shell 3 by means of screws. It should be noted that a different type of fastening would also be possible.
  • the exhaust gas recirculation valve 29 which is driven by an electromotive actuating element 30, is likewise designed as a plug-in valve and has a connecting flange 31, via which the exhaust gas recirculation valve 29 is fastened to the upper shell 3 after insertion.
  • An additional seal 32 which is arranged on the exhaust gas recirculation valve 29, ensures the tight closure of the exhaust gas recirculation channel 7 at the installation site.
  • the exhaust gas recirculation valve 29 is a known exhaust gas recirculation valve, a valve seat 33 being formed on a housing 34 of the exhaust gas recirculation valve 29 forming a subchannel, the valve seat 33 being operatively connected to a valve disk 35.
  • the valve plate 35 is, as usual, connected to a valve rod 36 which is driven by the actuating element 30.
  • the amount of exhaust gas introduced into the exhaust gas recirculation channel 7 is correspondingly controlled by the position of the valve plate 35.
  • the exhaust gas thus passes through the exhaust gas recirculation valve 29, the bypass flap 19 and the exhaust gas cooler 11 or along the bypass duct 10 via an exhaust gas introduction device 37 into the collecting inlet duct 5, where it mixes with the fresh air.
  • the exhaust gas introduction device 37 consists of a flow guide body 38, which is formed by individual shaped elements 39 and, in the present exemplary embodiment, is formed in one piece with the heat transfer unit 12, which can be seen in FIGS. 2 and 8.
  • the flow guide body 38 is essentially ring-shaped, the individual shaped elements 39 being designed essentially as ring sections.
  • the exhaust gas introduction device 37 is completed by an annular channel, which is formed between the housing 2 of the upper shell 3 and the flow guide 38, one of the shaped elements 39 of the flow guide 38 being designed such that the exhaust gas is conducted into this annular channel from where it can flow into the collecting inlet duct 5 through openings between the form elements 39.
  • These shaped elements 39 are arranged so that they are optimally mixed with the freshly drawn-in air.
  • the amount of fresh air drawn in or the intake manifold pressure is regulated via a throttle valve 40.
  • the associated throttle valve connector 41 is made in one piece with the upper shell 3. At the corresponding position on the upper shell 3, the housing 2 thus has an additional opening 42 into which the throttle valve 40 designed as a plug valve can be inserted.
  • Such a throttle valve 40 is shown in FIG.
  • this throttle valve device 40 has a housing part 48 which forms part of the channel and which is adapted to the shape of the throttle body 46 or the inner channel shape of the throttle valve neck 41 formed in the upper shell 3 such that the channel when the valve 40 is open in the is extended substantially without interference.
  • the bearing 49 arranged in the bearing point 47 of the upper shell 3 and a corresponding seal 50 for preventing the sucking in of false air can also be seen in FIG.
  • All the actuating elements 23, 30 and 43 mentioned for the plug-in valves each have connecting plugs 51, via which the connection can be established, for example, to an engine control.
  • the lower shell of the air intake duct system 1 is shown in FIG.
  • the individual air inlet ducts 6 leading to the cylinders of the internal combustion engine are each divided here into two duct parts 53, 54 by a partition 52, the division into the two duct parts 53, 54 being produced by an insert 55 for each individual air inlet duct 6.
  • the partitions 52 are also arranged in the inserts 55, which can be seen in FIG. 9.
  • the inserts 55 are inserted from the later cylinder head side into the air inlet ducts 6, where they rest at least in a form-fitting manner with their respective outer walls 56 essentially on the inner walls 57 of the air inlet ducts 6.
  • An additional form-fitting attachment takes place via lugs 58, which are formed on the inserts 55.
  • the partition walls 52 shown here each divide the air inlet ducts 6 into vertical direction, so that a channel is assigned to each inlet valve of the four-cylinder internal combustion engine.
  • Four charge movement flaps 59 are arranged in the inserts 55, which are designed as swirl flaps in the present case. If the air inlet ducts 6 are subdivided with a horizontally arranged partition 52, flaps could be arranged to generate a tumble.
  • Each charge movement flap 59 can in each case release or close the channel part 54, which possibly creates a swirl in the cylinder, since air only enters the combustion chamber via an inlet valve.
  • the charge movement flaps 59 are each arranged according to FIG. 9 on an actuating shaft 60 which extends through a bore 61 in the inserts 55.
  • the actuation shafts 60 can be mounted either in the inserts 55 or in corresponding bearing locations of the upper shell 3, as shown. As can be seen from FIG. 5, the actuating shafts 60 extend through a recess
  • a gearwheel segment 64 is fixedly connected to the latter, which is in operative connection with a shaft 66 designed in this area as a worm shaft 65.
  • This shaft 66 is driven by an actuating device 67 which, like the gearwheel segments 64, the shaft 66 and the ends of the actuating shafts 60, is arranged in the channel 63.
  • This channel 63 can be closed by a cover, not shown here, so that no impurities can penetrate into the drive area of the charge movement flaps 59. It should also be pointed out that the charge movement flaps 59 are designed in such a way that they have a flow-optimized shape.
  • a channel inner wall 5 of the inserts 55 has a recess 68, in which the flap 59 lies in its open state in such a way that the flow in the channel 54 runs without any problems, since the channel 54 through the adjacent flap 59 is essentially smooth is extended. At the same time, any unwanted turbulence or flow disturbances are prevented even when the charge movement flap 59 0 is closed, since an edge-free transition between the walls of the insert via the flap to the partition wall 52 is ensured due to its shape.
  • a further opening can be formed in the housing 2, in which an air mass sensor, not shown here, can be arranged.
  • the function of the entire air intake duct system 1 and the positions of the different add-on parts are set out below for different load ranges of a gasoline engine.
  • the opening angle of the throttle valve 40 is regulated in accordance with the accelerator pedal position selected by the driver of the vehicle, so that an air quantity dependent on the position of the throttle valve 40 flows into the collective inlet duct 5.
  • Exhaust gas introduction device 37 is located directly behind the throttle valve in the direction of flow. Exhaust gas flows through the openings between shaped elements 39 of exhaust gas introduction device 37 into collecting inlet duct 5, where it mixes with the fresh air. The mixture continues to flow through the collective inlet duct 5 into the four air inlet ducts 6, from where the air flows via the inserts 55 to a cylinder head (not shown).
  • the air either enters the cylinder head via both duct parts 53, 54 or, when the air movement flap 59 is closed, only via the duct parts 53, so that a swirl is generated in the cylinder.
  • the corresponding adjustment of the charge movement flap 59 takes place via the adjusting device 67.
  • the flow of the exhaust gas takes place from an exhaust manifold, not shown, via an exhaust gas inlet 70 formed in the upper shell 3 to the underside of the exhaust gas recirculation valve 29. If the exhaust gas recirculation valve 29 is open, the exhaust gas flow can flow through the exhaust gas recirculation valve 29 into the exhaust gas recirculation channel 7. It depends on the position of the bypass flap 19, which is arranged directly behind the exhaust gas recirculation valve 29, as seen in the flow direction of the exhaust gas, whether the exhaust gas flow flows through the cooling duct 9 or the bypass duct 10.
  • the shaft 22 of the bypass flap 19 is arranged directly on the partition 8 of the exhaust gas recirculation duct 7, so that the exhaust gas stream flowing out of the exhaust gas recirculation valve 29 can be deflected accordingly.
  • the exhaust gas thus flows either through cooling duct 9 of heat transfer unit 12 or through the bypass duct 10 to the exhaust gas introduction device 37, from where it can flow into the collecting inlet duct 5.
  • the coolant is preferably pumped in a countercurrent process from the inlet connector 17 through the coolant channel 13 to the outlet connector 18.
  • the throttle valve 40 and the exhaust gas recirculation valve 29 are closed, while the swirl flaps 59 and the bypass flap 19 are in the open position are located.
  • the throttle valve 40 and the exhaust gas recirculation valve 29 are opened and the bypass valve 19 is set such that the exhaust gas flow flows through the bypass channel 10.
  • the throttle valve 40 In the part-load range of the internal combustion engine, the throttle valve 40 is moved into a throttling position, that is to say partially closes the channel, and the bypass valve 19 is actuated such that the exhaust gas flow flows via the cooling channel 9.
  • the exhaust gas recirculation valve 29 is open, while the swirl flaps 59 are closed to produce better combustion.
  • the throttle valve 40 is fully opened while the exhaust gas recirculation valve 29 is closed and the swirl flaps 59 are in the fully open position.
  • the exhaust gas cooling reduces the NO ⁇ emissions due to falling oxygen concentration in the cylinder charge as well as slower combustion speed and lower combustion temperature. Furthermore, the cylinder filling is improved and the thermal load on the engine components is reduced.
  • the bypass can significantly shorten the start-up and warm-up phase because hot exhaust gas flows back into the cylinder. Rise accordingly Combustion and engine exhaust temperatures rise faster, resulting in less HC and CO emissions. The catalyst starts up faster, so that a further reduction, in particular of HC and CO emissions, is the result.
  • the exhaust gas recirculation rate can be further increased by the possible charge movement with the swirl flaps, which results in an additional reduction in emissions.
  • an air intake duct system is thus made available with which future emission limit values can also be achieved, since a large number of known components available for reducing pollutant and fuel consumption are offered in a complete system in which the individual parts are optimally coordinated with one another.
  • the air intake duct system largely does without additional seals due to the welded connections. There is no need for additional holders or interfaces between the intake manifold and cooler that are difficult to handle, and largely reworking the housing.
  • the weight of the air intake duct system is significantly reduced compared to known systems, not least by minimizing the number of parts and the individual part weights.
  • a heat wave or a toothed rack with the corresponding toothed segments can also be used to drive the charge movement flaps.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Curing Cements, Concrete, And Artificial Stone (AREA)
  • Characterised By The Charging Evacuation (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Exhaust Silencers (AREA)

Abstract

L'invention concerne un système de canal d'aspiration d'air (1), dans lequel sont intégrés un papillon des gaz (40), une soupape de remise en circulation des gaz d'échappement (29), un clapet de dérivation (19), un refroidisseur de gaz d'échappement (11) sur lequel les gaz d'échappement circulent par le biais du clapet de dérivation, ainsi qu'éventuellement un capteur de masse d'air. Ce qui permet d'obtenir une unité complète d'aspiration pour moteurs modernes et de parvenir aussi bien à une optimisation de charge et par conséquent à une réduction de la consommation de carburant, qu'à une réduction de l'émission de polluants, par une gestion thermique appropriée, dans le moteur, assurée par le refroidisseur de gaz brûlés (11), produit d'un seul tenant avec une coque (3, 4) du carter (2). Les pièces rapportées individuelles (12, 19, 29, 40, 59) sont ajustées de manière optimale les unes aux autres et présentent, de par leurs formes de construction, un poids réduit et ne nécessitent qu'un usinage de finition réduit. Il en résulte une réduction considérable des coûts de montage et de production.
PCT/EP2004/009713 2003-09-05 2004-09-01 Systeme de canal d'aspiration d'air pour moteur a combustion interne WO2005024220A1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
US10/595,147 US7207324B2 (en) 2003-09-05 2004-09-01 Air-intake duct system for a combustion engine
DE502004011561T DE502004011561D1 (de) 2003-09-05 2004-09-01 Luftansaugkanalsystem für eine verbrennungskraftmaschine
AT04764678T ATE478256T1 (de) 2003-09-05 2004-09-01 Luftansaugkanalsystem für eine verbrennungskraftmaschine
EP04764678A EP1660771B1 (fr) 2003-09-05 2004-09-01 Systeme de canal d'aspiration d'air pour moteur a combustion interne
JP2006525095A JP4448850B2 (ja) 2003-09-05 2004-09-01 内燃機関用の吸気通路系
US11/595,147 US7424914B2 (en) 2003-09-05 2006-11-09 Cement compositions comprising high aspect ratio materials and methods of use in subterranean formations

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10341393.6 2003-09-05
DE10341393A DE10341393B3 (de) 2003-09-05 2003-09-05 Luftansaugkanalsystem für eine Verbrennungskraftmaschine

Publications (1)

Publication Number Publication Date
WO2005024220A1 true WO2005024220A1 (fr) 2005-03-17

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PCT/EP2004/009713 WO2005024220A1 (fr) 2003-09-05 2004-09-01 Systeme de canal d'aspiration d'air pour moteur a combustion interne

Country Status (7)

Country Link
US (2) US7207324B2 (fr)
EP (1) EP1660771B1 (fr)
JP (1) JP4448850B2 (fr)
KR (1) KR20060069485A (fr)
AT (1) ATE478256T1 (fr)
DE (2) DE10341393B3 (fr)
WO (1) WO2005024220A1 (fr)

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JP2007504390A (ja) 2007-03-01
DE10341393B3 (de) 2004-09-23
US7424914B2 (en) 2008-09-16
US20070051516A1 (en) 2007-03-08
KR20060069485A (ko) 2006-06-21
ATE478256T1 (de) 2010-09-15
US20060283429A1 (en) 2006-12-21
DE502004011561D1 (de) 2010-09-30
EP1660771A1 (fr) 2006-05-31
EP1660771B1 (fr) 2010-08-18
US7207324B2 (en) 2007-04-24
JP4448850B2 (ja) 2010-04-14

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